










COPYRIGHT 1911 BY 

CLINTON L. BOPP 


PRESS OF 

RAYMOND, THE PRINTER 
INDEPENDENCE 
IOWA 



Teletopograph and Locograph 


Automatic Railway Signaling System 

.By. 


Clinton L. Bopp 


4 



In the evolution of man’s toil 
and strife, for progress, Scientific 
Research is the key that unlocks 
to the world the granduer of his 
civilization. 



©Cl, A 2 923 41 


















































































































































































































































































































































































































































































































































































































Introductory 

A LL Science, all knowledge, is the working out of common sense with re¬ 
flection, patience, and care. 

It is in the order of nature that the intermittent progress of humanity is made 
under the guidance of gifted men, appearing from time to time, who push for¬ 
ward the outposts of truth, whether in natural philosophy or inventions. 

The world honors men who have inaugurated great enterprises, and their glory 
belongs to no nation, but to all mankind. 

It is modestly hoped that the information recorded on the following pages, will 
enable the reader to become acquainted with the salient principles of this fascin¬ 
ating and lately developed signaling system. 

The Teletopograph Idea may have been dreamed of, in misty and undefined 
form, by many a great soul in earlier days, but which has never before become 
concrete. 

The book is copiously illustrated by figures, many of which have been prepared 
especially for the work. 

When the effect has been clearly seen, it will redound to my credit that, the im¬ 
provements found in these instruments, for this kind of research, will mark ad¬ 
vanced results sought for, and in the direction which I have predicted for a Tel¬ 
etopograph System. 

It is difficult to weigh these agencies and say what is to be the fate of the earth, 
but unless we can invoke new agencies it looks as if we should soon reach the 
limit of human development. 

We cannot escape the conclusion that the present order of things is temporary. 
We are but links in a chain. 

We cannot see the end. Only He, Who sees the end from the beginning, knows 
what is in the future. 



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T HE last few years have seen a development in railway signals which has 
but few parallels in the history of signal enterprise. This is a striking 
proof of rapid progress, but we have to look abroad for the great achieve¬ 
ments in this direction, and although America has lagged somewhat behind oth¬ 
er continents in adopting railway signals, there is marked evidence that this 
state of affairs will not long remain. 

The advance of science has noted some remarkable changes of views, and none 
more so, than in regard to the development of signaling systems. 

This advancement when understood, has greatly strengthened the confidence of 
the people in the safety of traveling. 

Time is money, and this was never more clearly demonstrated than in the age 
in which we live, when everything must be done in the shortest possible time. 
Business men transact business in one of our large cities today, tomorrow they 
are in another five or six hundred miles distant from the first. 

In order that this may be done, the always accommodating railway officials have 
been increasing the speed of trains every year. Of course this has led to acci¬ 
dents, as the danger to trains is always increased by very fast running, but in¬ 
stead of reducing the speed, safe-guard signal systems have been adopted, and 
by the installation of the Automatic Teletopograph System the danger of col¬ 
lisions will be greatly liberated. 


Page Eight 





































































































AUTOMATIC RAILWAY SIGNALING SYSTEM 


T HE public have a right to expect that their safety will be guarded by 
every possible precaution, and that devices designed for this end should 
not be rejected simply because they have not as yet been installed. Rail¬ 
road men should be quick to guard their tracks by those appliances that seem 
to them best adapted to insure safety and facilitate their service. 


It is proper to add, that our chief railroad companies have shown a praise¬ 
worthy spirit, both in testing new inventions and in adopting those that, upon 
trial, have commended themselves to their judgment. The history of the world 
illustrates most clearly not only the slow but tedious growth of civilization, but 
also the seeming perversity and obtuseness of human nature, which especially 
in former times : so retarded the advancement of science. 


Railway officers have given more attention to railway signaling in the past year 
or two than ever before in the history of America. While the Teletopograph 
and its subsidiaries, have just recently evidenced from the domain of imagina¬ 
tion, it is remarkably ingenious, and will render many important services to the 
public and railway companies. 

It is as different from other signals as the eloquence of a great orator is from 
the sign language of a deaf-mute. 

Electricity and its appliances are fast becoming if not already a recognized fac¬ 
tor in the safe-guarding of human life and 
property; it is the power that has revolu¬ 
tionized the world. 

Yes, marvelous as it may seem, electrical 
science has proven itself to be Queen of 
the Twentieth Century. 

We harness the magic power, Electricity, 
and compel it to do our bidding by simply 
touching a button; and in the presence of 
such wierd and wonderous phenomena, we 
are humbled as we strive to comprehend 
the great and wonderful enterprises yet 
to come. 

So condensed has been the sequence of 
stirring events in contemporary history of 
science and the useful arts, that our sense 
of the wonders about us is perhaps almost in danger of being dulled by the fa¬ 
miliarity of these occurrences, and we may thus lose our appreciation of the 
spectacle of unprecedented human progress, in which it is our good fortune and 
privilege to be, not only witnesses, but actual participants. 



Page Nine 



















TELETOPOGRAPH AND LOCOGRAPII 



Tele - topo - graph 

T HESE words are quoted from my first idea relating to the subject of Au¬ 
tomatic Train Dispatching. 

By making an analysis of the word Teletopograph its derivation may be 
easily understood. 

Tele means distant; Topo, subject or situation; Graph, shown by characters or 
print; .Teletopograph, the subject or situation shown by characters or print at 
a distance. 

Loco - graph 

T HESE words are applied to the mechanism when used as a street or sta¬ 
tion announcer in cars. 

Loco, meaning place; Graph, shown by characters or print; Locograph, 
place jr location shown by characters or print. 

Signal 

A sign signal service for giving notice, especially at a distance. 

Duties performed by conveyances plying between places. 

Signal Service interrupted means danger, delay and crippled service to the 
railroads, if not accidents and loss of life. 

In no service is efficiency and absolute reliability so imperative as in the signal 
department of railroads. 


Page Ten 
















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TELETOPOGRAPH AND L O C O G R A P H 



Present Methods of Railroad 
Signaling 


R AILROAD Signaling may be defined as the art of so installing and oper¬ 
ating signals whereby train movements may be properly controlled by 
the signal indications displayed. 

It is an established fact that the evolution of any mechanical art should, as a 
general rule, result in the simplification of its apparatus. 

The less the number of subsidiary devices used, and thereby increasing the 
number of their independent functions, the higher the development of this art. 
Signaling accessories have undergone very rapid development, but as yet they 
have not reached the point that might be considered the prerequisite to stand¬ 
ardization and the elimination of impracticable differentiated structures. 

By observing the heterogeneous types of construction, which are employed in 
the signal equipment of any representative railroad system, the difficulty of 
selection and representation at once becomes apparent. 

Arranging the signals and assigning a special meaning or indication to each as¬ 
pect has been no easy task, for if safe operation is to be secured and mistakes 
eliminated each indication must be definite and easily distinguished from all 
the others. 

The meaning assumed, to be conveyed by various signal aspects, as practiced 
on railroads in this country, varies materially, and at the present time many 
railroads are changing their practice, in the endeavor to secure a uniform sys¬ 
tem of signal indications. 


Page Twelve 




























































































AUTOMATIC RAILWAY SIGNALING SYSTEM 


Consequently it is apparent that rail¬ 
road signaling is not, at the present 
time, an exact science. In the United 
States various types of signals are in 
use, the Semaphore Arm, the Disc, 
and the Revolving banner type of 
signal. Of these the Semaphore is 
at the present time regarded and 
recommended as the standard. How¬ 
ever signals of all kinds are divided 
into two general classes: Block Sig¬ 
nals, which control the use of a sec¬ 
tion of track, and shows whether or 
not the track is occupied, and Inter¬ 
locking Signals, which controls the 
operation of the switches in a track 
and the particular route which is set 
for a train to take. 

In block signaling the track is divid¬ 
ed into a number of sections of defi¬ 
nite length, and these sections are 
termed “Blocks.” 

A block signal is placed at the com¬ 
mencement of each section, and this 
signal is known as the home signal, 
as it controls the movement of a 
train when entering the block. The 
signal which is employed to repeat 
the indication of the next signal in 
advance is termed the distant signal. 
The blocks in ordinary practice are 
usually from one to two milqr, in 
length, although a, large amount of 
traffic, the presence of an interlock¬ 
ing plant, numerous switches, or the 
necessity of slow-speed movements 
may require less length. 

In sparsely settled districts, where 
the traffic is ordinarily thin, the 
blocks can of course be greater in 
length. 

The present block signaling systems 
are divided into three general 
classes: 



THE 


Home signals showing 
“Stop”. 


Home signals showing] 
“Clear” or “Proceed.” 


Distant signals showing 
“Clear” or “Proceed” 


Distant signals showing 
“Proceed” with caution 
to next signal. 


Signals showing two 
blocks in advance are 
“Clear”. 


Home and distant sig¬ 
nals showing “Stop”. 


Home signal showing 
•‘Clear’' or “Proceed” 
but distant signal, show¬ 
ing second block in ad¬ 
vance occupied and to 
be approached with cau¬ 
tion. 


LANGUAGE OF SIGNALS 


Page Thirteen 







TELETOPOGRAPH AND LOCOGRAPH 


First, the telegraph sys¬ 
tem, thus named from the 
means employed for con¬ 
veying the necessary in¬ 
formation from one sta¬ 
tion to the next as to the 
state of the block. 

Second, the controlled 
manual system, thus 
named from the fact that 
while the signal at the en¬ 
trance of a block is 
cleared by a signalman, the clea^ng of the signal is controlled by the signal¬ 
man at the outgoing end of the block, who must first give an unlock for the en¬ 
trance signal before it can be cleared for a train to enter the block. 

Third, the automatic signal system, thus named from the fact that the signals 
are operated by some power, and automatic in action, they do not have to be 
operated by an attendant. 

The automatic systems are further classed according to the kind of power em¬ 
ployed in operating the signals. 

With the electro-pneumatic system compressed air furnishes the power and 
electricity is employed to control the action of the compressed air. 

The compressed air is distributed to the signals by means of underground pipes 
at a pressure of seventy-five to one hundred pounds, and it is evident that such 
construction involves great expense. 



In the electric sys¬ 
tem direct current is 
employed for the 
purpose of energiz¬ 
ing the motor which 
turns and clears the 
signal, and also to 
operate the relays 
and circuits of the 
controlling system, 
thereby causing the 
signal to give the de¬ 
sired indications. 

In automatic signal¬ 
ing systems, the cir¬ 
cuits are generally 
arranged with an 
‘ ‘ overlap, ’ ’ and all 
the devices for this 
kind of blocking are 
arranged with very 
elaborate and complicated electrical instruments, which are interconnected by 
line wires. 



Page Fourteen 





































































AUTOMATIC RAILWAY SIGNALING SYSTEM 


I N the telegraph block system signal towers ate located at convenient points 
to give the desired spacing of trains, and signals are placed to govern t ’ tins 
moving in each direction. With such equipment installed at each station and 
the necessary signalmen provided, the blocking of trains must be performed in 
accordance with the rules which each railroad adopts for its own use. 



It has been known where signalmen have failed, through error or neglect, to 
communicate with the man at the other end of the block and consequently ad¬ 
mitted a train when the block was occupied. 

Wherever men are employed they will occasionally make mistakes, and to 
guard against a thing of this kind happening and possibly an accident resulting, 
the various automatic block signal systems have been designed. 

The blocks may then be made short or long as the situation may require for the 
maximum of traffic, and when there is a failure, the detentions of trains are 
reduced to a minimum compatible with safety. 


Page Fifteen 
































TELETOPOGRAPH AND LOCOGRAPH 


Cab Signals 

T HE engineman, like other human beings, occas¬ 
ionally makes mistakes, and instead of always 
observing the caution indications of a distant 
signal and the stop indication of a home signal, he 
will pass the home signal without stopping, with the 
possibility of resulting in a derailment or a collision 
with another train. 

A number of devices and forms of apparatus have 
been patented, in the endeavor to perfect a satisfac¬ 
tory Cab Signal and an automatic stop or train con¬ 
trol device, which would compel the engineman to 
obey a stop signal indication, and the attempt has 
been made, through public opinion, to force the railroads to use one or more of 
these for the safe-guarding of traffic. 

It is a fact that a number of these train control devices have been given a trial 
in actual service, but not one is in general use on a surface railroad in the Unit¬ 
ed States, although they have been introduced to a limited extent in England 
and are employed on roads having special traffic, such as the elevated and sub¬ 
way lines. 

A great many of these devices have been brought out by men who would save 
millions for railroads by preventing accidents, but which are so impracticable 
and impossible of operation, that they have never met with the proper approval. 
However, disregarding such failures of the past, inventors are constantly striv¬ 
ing to supply automatic signals, which will guard a road and give warning of 
danger without the constant intervention of man. 

In general, therefore, it may be stated the cab signals which would satisfactor¬ 
ily meet the requirements of past conditions, falls short of the maximum effi¬ 
ciency which it should be possible to attain in proportion to the increase of the 
requirements of present day service over those of the past. 

The force of this is apparent when the same comparison is made between the 
locomotives and cars of the two periods. 

This review of the conditions and what is involved, which is by no means ex¬ 
hausted, will serve to give an idea of the magnitude of the problem. 

How the various stages of this problem have been solved as yet, they presented 
themselves, will be shown best by a consideration of the features and functions 
of the improved signal apparatus that has been developed to meet the desired 
conditions. 



Page Sixteen 













AUTOMATIC RAILWAY SIGNALING SYSTEM 


Illuminating Signals 


S O far itothing satisfactory has been accomplished, in the way of securing a 
position signal for night, although there has been considerable effort male 
in this particular direction. 

The great majority of persons are not artists with trained colored senses, and 
although some are even partially blind to colors, the vast majority have eyes 
with a fair degree of sensitiveness through the whole range of visible color, and 
consequently the laws of color must be obeyed in all artificial illumination or 
the results can never be wholly satisfactory. 

Our hereditary need is for an artificial light which shall be slightly yellow. 

One effort that was made to secure a position signal for night was the sema¬ 
phore arm shape on a line of a parabolic curve, with a lamp hung in front of the 
arm so as to throw light on the face of the arm. Another was a semaphore arm 
with a long, narrow slot cut in the face of the arm and filled with pla n glass, 

while on the back 
of the arm there 
was a corrugated 
reflector. The 
lamp was hung 
back of the arm 
and on the same 
center so that the 
light from the 
lamp was thrown 
into the reflector 
the full length of 
the arm, thereby 
showing in any 
position of the 
arm a long strip 

of light. In some respects these remarks may be opened to criticism. I believe 
the fundamental principles set forth to be essentially sound, for they are in ac¬ 
cord with the observations of a long course of work and thought on the subject. 
In one respect at least, and one that is frequently lost sight of, they are certain¬ 
ly true; the sense affected by illumination is not simply that of sight, but all the 
senses are directly or indirectly appealed to and they must all be considered. 



Page Seventeen 















TELETOPOGRAPH AND LOCOGRAPH 



T HE last years of the 
nineteenth century wit¬ 
nessed wonders in the 
way of hand labor being sup¬ 
planted by machinery; and 
with the best of results, so 
far as certainty, uniformity 
and rapidity of operation is 
concerned. 


The 

Automatic 

Teletopograph 


Perhaps this will be more no¬ 
ticeable in the Automatic Teletopograph than in any other mechanical device. 
Today the Teletopograph appears as if to be one of the greatest triumphs in 
the field of automatics. 


No one will deny that the old method of reporting trains by telegraph is pro¬ 
lific of many delays due, perhaps, largely to the carelessness and over-work of 
operators. 

Every thinking railroad man will admit that these imperfections cannot be rem¬ 
edied in the old practice now in use, and that they can only be eliminated by 
the introduction of an automatic device or system which places the process of 
operation entirely in the hands of a machine. 

This is just what the Automatic Teletopograph does; it automatically and in¬ 
stantaneously reports trains in and out of stations, giving the exact and desired 
information. 


Page Eighteen 






















AUTOMATIC RAILWAY SIGNALING SYSTEM 


I T would be welcomed into hotels, telephone offices, bus stables, in fact all 
places of public utility, and considered a blessing- by the thousands that 
travel. 

It would never make errors, never gossip, never be tired or sleepy, impudent or 
saucy, indeed, there would be a refreshing absence of responses, such as are of¬ 
ten given by irritable agents and persons. 




GOO BLESS 
OUR HOME 






The service which the Automatic Teletopograph System gives would be unlike 
that of the usual telegraph or telephone system. It automatically announces 
the location of any given train, whether on time or not, its rate of speed and 
number of miles traversed. 

This advantage being open to both station agents and the public. As a signal 
and automatic dispatching system it will stand high in the estimation of the 
public; therefore, valuable as a standing advertisement. 

It is thoroughly cosmopolitan in its nature, serving all classes of people exactly 
alike and with the same courtesy; all that is necessary is ability to hear and 
read. 

The credit of a railroad is largely affected by the attitude of the public to¬ 
ward it. 

What we want is, Fast Time, On-Time Trains, and Perfect Signal Protection. 

Page Nineteen 











































































































TELETOPOGRAPH AND LOCO-GRAPH 


I desire to call special attention to the remarkable durability and simplicity 
that will be found in the few moving parts of the automatic track instru¬ 
ment, relay and teletopograph. 

Compared with some other automatic machinery which is giving perfect satis¬ 
faction, the automatic track instrument, relay and teletopograph are simple 
devices. 

No one doubts the effectiveness of the fire alarm and telegraph systems, the lin¬ 
otype or the giant perfecting printing press. 

Today there are scores of well-known automatic machines, which a quarter of a 
century ago, would have been thought impossible. 

Their construction and successful operation have largely directed the mind of 
invention toward the automatic field and prepared the public to look for and 
readily accept the most remarkable and appparently difficult creations. 

The ambitious person is always in search of knowledge, in search of new ideas 
and new methods. 

Patient study, constant practice and ambition are requisite to become proficient 
in any art. 

It has been my aim to design a perfect system from a mechanical and electrical 
standpoint. 

The instruments are thoroughly adjustable and will permanently hold their 
adjustment. 

They are designed to be durable, as well as efficient. 

It is hoped that the features which make the Teletopograph Signal System and 
instruments different from other railway signaling systems and apparatus will 
be studied and appreciated, but trust that the greatest claim of superiority will 
not be overlooked: the principle of simple, substantial construction and econ¬ 
omy of installation and operation. This is not theory but fact—fact because it 
has been demonstrated and found that the art in its development has expanded 
far beyond the bounds which at first seemed to limit its application. 


Page Twenty 






AUTOMATIC RAILWAY SIGNALING SYSTEM 



HE Teletopograph Signaling System will prove a great boone to electric 

internrban roads, 
furnishing a most 
efficient and satis¬ 
factory signal sys¬ 
tem for their use 
without the addi¬ 
tional expense of ex¬ 
tra wires as this sys¬ 
tem can be operated 
directly from the 
trolley or feed wires. 

The only thing being necessary is the interposing of suitable resistance coils. 
While the Locograph will be valuable in all kinds of street cars, sleeping cars, 
mad cars, infcerurbin ca r s and even locomotive cabs as a station announcer, in¬ 
dicating the street or station at the proper time without the same being called. 

Automatic signals naturally involve expenses 
of construction and maintenance greater than 
would signals of the ordinary kind. 

Nevertheless, the use of them is rapidly extend¬ 
ing in the United States, as railroad engineers 
have already pointed out that their operation 
is satisfactory and accompanied with economic 
advantages. 



The day is rapidly approaching when all railroad passenger cars will be of the 

all steel type; and it is encouraging, also, 
to note a decrease in the number of acci¬ 
dents. 



This is due in some measure to the in¬ 
creasing application of signaling systems; 
and for simplicity of construction and 
general efficiency the Teletopograph 
marks the advent of a new sign a 1 e”a. 


Page Twenty-one 
























































TELETOPOGRAPH AND LOCOGRAPH 



T HIS malicious spendthrift of nature’s unseen powers is the mischief work¬ 
ing demon, to all electrical instruments, when connected by aerial wires 
and unprotected by a suitable means. All we know of the nature of elec¬ 
tricity is that it is a mighty force. 

It appears to exist in every substance in nature, in both solid and fluid bodies, 
and may be aroused from its repose by a variety of causes, such as friction, heat 
and chemical action. 


When thus aroused, it becomes visible, often displays tremendous power, and 
sometimes produces the most destructive effects. There are two kinds of'elec¬ 
tricity : the positive and the negative. 


If two clouds, differently electrified, approach within a certain distance of each 
other, their electricity begins to accumulate on the sides nearest each other. 
When the accumulation has become sufficiently intense to overcome the resist¬ 
ance of the non-conducting atmosphere between, an interchange takes place; 
in the flash and explosion which follow, we have the phenomena of thunder and 
lightning. 


Page Twenty-two 




















AUTOMATIC RAILWAY SIGNALING SYSTEM 


T HE same interchange frequently takes place between >*• cloud and the 
earth, in which case the lightning passes upward and downward. There 
are five kinds of lightning, zigzag or chain, sheet globular, heat and vol¬ 
canic. 

Since Franklin discovered that lightning and electricity were identical, many 
means have been invented which successfully avert its destructive power. 

Therefore, it is only necessary to say that for the protection of the Teletopo¬ 
graph and its subsidiaries, any good standard make of lightning arrester will 
suffice and accomplishh all that could be expected. 

We find out practical experience has demonstrated to us that we are able to 
protect our telephones and telegraphs from lightning, and it is no more difficult 
to protect this class of instruments from the havoc of lightning, than the for¬ 
mer. 




Don’t Give the Devil Your Head 


Page Twenty-three 










TELETOPOGRAPH AND LOCO GRAPH 


I N forming the Teletop¬ 
ograph and associating 
the same with track in- 
struments and relays, to- 
§ ether with a circuit for 
ope ating the same, the 
various devices are arranged so that the Teletopograph is positioned at the sta¬ 
tion or any other desired point, and the track instruments along the track, or 
other specified po.nts, so as to be operate ! bf means projecting from moving 
trains passing over the track, whereby the circu’t of the Teletopograph at the 
station or other point is closed for moving the indicating device, and thus caus¬ 
ing an in lie at’on at all times of the positron of various trains as they pass over 
t v e system. .The Teletopog apbs are a ranged to be placed in the stations, ho¬ 
tels, and other places of public utility and a e arranged to be all actuated sim¬ 
ultaneously from t v e same circuit, forming a railway signaling system for act¬ 
ing in a predetermined sequence as a train moves over the tracks to which the 
system is connected. 

The Teletopograph, more clearly shown in Figures 1 and 2, is provided with a 
suitable housing, Figure 1, made of auv desired material for enclosing the op¬ 
erating parts of the machine, and for giving a finished appearance. 

Jf desired, a clock may be placed in the upper part of the housing so that as the 
indicating device indicates where any particular train is, the hands of the clock 
will show the time that the train reaches each respective station. 

In the housing, Figure 1, is arranged a f ramework 3, Figure 2, which may be of 
any desired material, as for instance metal, to which the various devices are 
connected for support. 

A pair of axles or supporting shafts 4 and 5 are journaled in framework 3, and 
upon which are mounted the drums 6 and 7 which carry a belt, 8. 

Belt 8 is provided with a plurality of pai s of eyelets, 9, for engaging pins, 10, 
projecting from drums, 6 and 7. 

Belt 8 is also provided with the names of the respective stations along the 
track to which the system is connected, so that as belt 8 is fed forward the 
names of the stations may be brought successively to view through the opening 
in the front of the housing, Figure 1. 

Drums 6 and 7 are rigidly secured to shafts 4 and 5 which rotate in their bear¬ 
ings, and which also have rigidly secured thereto sprockets, 62 and 63. 

Sprockets 62 and 63 accommodate a chain, 15, which passes over a compara¬ 
tively large sprocket 13. 



Page Twenty-four 






























Fig. 1. Perspective View of Teletopograph Shown in Position 







































TELETQPOGRAPH AND LQCOGR A P H 

Sprocket 16 is rigidly secured to shaft 17, which shaft is mounted in a pair of 
cross braces of the frame. 

A ratchet wheel, 64, is rigidly secured to shaft 17 and is rotated in one direction 
by the reciprocation of pawl 19, and is positively prevented from rotating in 
the opposite direction by pawl 20. 

Pawd 20 is held aga nst ratchet wheel 64 by spring 21, which spring may be ad¬ 
justed by a suitable tention screw 22. 

Fawl 19 is also held to its work by a spring, 32, which may have the tension 
thereof regulated by an adjusting screw mounted m the pivotally mounted car- 

rier, 23, which is pivotally mounted at 24 upon frame 3, which carries an arm¬ 
ature. 

Carrier 23 has an extension, 26, which is permitted any desired play between 
adjustable stops, 27 and 28. 

A spring, 29, is connected with a cross brace, 30, on carrier, 23, for holding the 
carrier, 23, in position, and extension, 26, against stop, 28. 

Pawl 19 is pivotally mounted at 31 to carrier, 23, so that whenever magnets 25. 
are energised and toe armature mounted on cawie 23, is attracted, pawl 19 will 
be pulled longitudinally for rotating one step ratchet wheel, 64, and consequent¬ 
ly for moving chain 15, so as to cause the ultimate movement of belt 8 a suTi- 
cient distance for disclosing to view another name through the opening in the 
front of the housing Figure 1. 

The throw or movement of pawl 19, may be regulated by stops 27 and 28 so as 
to move ratchet wheel 64 only one notch forward at each movement of the 
pawl 19. 

In order to hold the belt 8 on its supporting and propelling drums a pair o$ 
tension rollers, 37 and 38, are provided, each of said tension rollers being 
formed with grooves for accommodating the pins 10. 

These tension rollers, 37 and 38, have their shafts, 33 and 34, projecting 
through slots for permitting an adjustment of the rollers. 

This adjustment is automatic, the same being made by pivotally mounted 
springs, 35 and 36. pressing against the shafts, 33 and 34, under pressure of ad¬ 
justment screws, 39 and 41. 

Spiings of the retractile kind may be used instead of the compression kind if 
so desired. 

In order to permit a free rotation of the belt carrying drums 6 and 7, but pre¬ 
vent any backward motion thereof, a pawl, 43, is provided, which fits into 
notches 44 in the wheel attached to drum 7. 

These notches are rounded so as to permit the end of pawl 43 to slip freely over 
the same when the wheel is positively rotated. 


Page Twenty-six 









Housing, 












































































































































































AUTOMATIC RAIDWAY SIGNALING SYSTEM 


T HIS wheel is rigidly secured to axle 5, so that any movement of the axle 
will be communicated to the wheel. 

Pawl 43 is held against the wheel by a suitable tension spring, 42, which 
permits the pawls to slip from one notch, 44, to the other as the belt 8 is moved. 
Arranged at any desired point, preferably above belt 8 and associated parts, 
are a pair of magnets, 47, which, when energized, will move armature 48, and 
also a ball or clapper, 49, which is connected therewith. 

At each energization of magnets 47, bell 50 will be sounded at once for indi¬ 
cating that belt 8 has been moved one step forward, the magnets 47 being ener¬ 
gized at the same time that magnets 25 are energized. 

The magnets 47 and 25 are energized from a local circuit connected to binding 
posts, 51 and 52, while the line wires forming the circuit along the track are 
connected to binding posts, 53 and 54. 

Binding posts 53 and 54 are connected with magnets 55, which are energised 
whenever the track circuit is closed, and when energized attract armature 58, 
which moves from its back stop, 57, to a front stop, 58, and connects wire 59 
with framework 3, so that the current may pass from stop 58 to binding post 
51, which is grounded on the framework 3. 

In operation, when a tram has passed any station along the track, a track in¬ 
strument interposed in the circuit will be closed for permitting current to pass 
through the circuit, which current will pass through magnets 55, and energize 
the same. 

This will cause the closing of the local circuit connected with binding posts 51 
and 52. 

Starting with binding post 52, current flows through wire 60, magnets 25, wire 
61, magnets 47, wire 59, stop 58, armature 56, to the framework 3, and from the 
framework 3 through binding post 51. 

When current flows in this circuit belt 8 will be moved one step forward and 
bell 50 will be sounded once, so that a visual signal will be made, and also an 
audible signal. 


The signaling device or Teletopograph may be located in as many rooms as de¬ 
sirable at the station, and also at any other desired place, so that the movement 
of trains may be observed easily and as desired. 


Page Twenty-eight 
















A Passenger Observing the Location of Her Train. 









































































































































































































TELETOPOGRAPH AND LOCOGRAPH 


I N constructing a signaling system, relay, track instrument, engineer’s signal, 
and other devices embodying the system, a plurality of track wires are pro¬ 
vided, to which the various operating devices are connected so as to indicate 

the position of trains passing over the track in either direction, four (4) main 
line wires being necessary. 

In the accompanying figures there has been shown only the device designed to 
indicate the position and movement of trains in one direction, but it will be evi¬ 
dent that if similar devices were connected on the opposite side the same would 
indicate the position and movement of trains in the opposite direction. After 
the four main line wires of tae system have been placed in position a relay, a 
station indicator, a main line or track instrument, and an engineer’s indicator 
01 signal aie placed at or in the vicinity of each station and connected to the 
main line wires. 

Ihese devices are connected to only two of the main line wires for properly 
wiring the devices in order to indicate the position and movement of trains in 
one direction. 

The other two main line wires may be used for wiring signaling or indicating 
devices for indicating the position of trains running in the opposite direction. 
After these various devices have been placed at each station and connected to 
the main line wires, a train starting from the first station over the system, will 
operate the Teletopograph at the first station, and all the remaining stations 
over the entire system for indicating that the train has left the first station. 

After the tram has arrived at, or passed, the second station, all of the indicat¬ 
ing mechanisms in front of the train will be again operated for showing the new 
position of the train, and the indicating mechanisms at the first station will be 
unlocked, ready for operation by a second train. 

At the same time that the first train unlocks the relay at the first station it will 
lock the relay at the second station, and hold the relay locked until it has ar¬ 
rived at or passed the third station, whereby the relay at the second station will 
be unlocked. This action is continued for the full length of the system, so that 
the stations ahead of the train Will know the position at all times of the train, 
and the stations in the rear of the train will be free for operation by the suc¬ 
ceeding train. 


Page Thirty 










Fig. 3. Teletopograph System 
Wiring Diagram. 































































































































































































































































































































TELETOPOGRAPH AND LOCOGRAPH 


I f order that the system may be more clearly understood, a wiring 1 diagram 
s shown in Fig. 3, in which A and B indicate the main line wires. 

Connected to the main line wires A and B at each station is a Teletopograph 
and Teletopograph Relay together with a track instrument. 


These various devices are arranged at each station along the track, or at any in¬ 
termediate point desired. 


It will, of course, be evident that any number of stations may be provided along 
the track, but for the purpose of illustration two stations have been shown in 
Fig. 3. 

The Teletopograph at station 1 is provided with a belt or tape, of the endless 
type, having the name of station 1 printed thereon any desired number of times, 
so that each time the indicating mechanism is operated the name of station 1 
will appear. 

The Teletopograph at station 2 is provided with an endless tape or belt similar 
to the Teletopograph at station 1, but has printed thereon alternately the name 
of station 1 and the name of station 2, so that upon the first operation of the 
Teletopograph the name of station 1 will appear, and upon the second operation 
the name of station 2 will appear, upon the third operation the name of station 
1, and upon the fourth operation the name of station 2. 

This action is continued during the successive operations of the devices for in¬ 
dicating alternately stations 1 and 2. 

Of course the Teletopograph at station 3 (not shown) is constructed similar to 
the Teletopograph at stations 1 and 2, except that the tape or belt has printed 
thereon the names of stations 1, 2. and 3, so that after the indicating mechanism 
has brought to view all of the stations 1, 2 and 3 successively, the names will be 
repeated over and over again as long as the Teletopograph is operated. 

The Teletopograph at station 4 is likewise constructed, and provided with the 
names of stations 1, 2, 3 and 4. 


By this structure a train passing from station 1 will operate the Teletopograph 
at station 1 for bringing to view the name of station 1, and at the same time 
will operate the Teletopograph at stations 2, 3 and 4 for bringing to view the 
name of station 1, so that just as the train at station 1 passes over the track in¬ 
strument the name of station 1 will be indicated or brought to view on all the 
Teletopographs in the system. 


Page Thirty-two 









Figure 4 




INSTRUMENT 



























































TELETOPOGRAPH AND LOCOGRAPH 


A S soon as the train passes from station 1 to station 2, and has operated the 
track instrument at station 2, the Teletopographs at stations 2, 3 and 4 
will be operated so as to indicate or bring to view the name of station 2 
on all of the Teletopographs at stations 2, 3 and 4, so that any one viewing ine 
Teletopographs at any of these stations will know the exact location of the 
train. 


Assuming that a train is at station 1, and all of the Teletopographs are in their 
normal positions with the tapes or belts therein indicating the respective sta¬ 
tions at which the respective Teletopographs are positioned so that the next 
movement of the indicating mechanism will indicate station 1, it is arranged 
that all of the Teletopographs of the respective stations will be operated as soon 
as the train passes the first track instrument. 

Connected or mounted on the train in any desired manner, but preferable on 
the engine, is a device 20 (Fig. 4) for operating the track instrument. This de¬ 
vice is provided with a supporting arm 19, which is rigidly secured to the en¬ 
gine or rigidly connected with the train in any desired manner but adapted to 
be so positioned as to permit the metalic brush, 16, to come in contact with the 
hooded third rail forming part of the track instrument. 

The brush, 16, is held in contract with the third rail by means of a suitable 
spring, 18, acting on the pivotal mounted arm, 17. 

The two supporting arms, 17 and 19, are electrically insulated from the train 
by means of the insulating member, 20. 

The cast iron housing forms a part of the track instrument also and consists of 
a hollow upright placed a short distance from the rail, which contains a link, 3, 
and a rod, 4, carrying at its upper end a contact button or plate which engages 
in its upward position with the contact springs, 5 and 6, to which the circuit 
wires are connected. 

When the train passes over the rail contact spring, 5, is connected to 6 by the 
action of the lever 1, resting on a fulcrum, 2. 

These contacts, 5 and 6, are in series with the third rail and the devices which 
are to be operated. 

The engine wirings, 13 and 14, have interposed therein a hand operated switch 
so that when desired the engineman can prevent the operation of any track in- 
istrument. 


Page Thirty-four 








Fig. 5. Top, Front and Side Views 





































































































































































































































































































































































TELETOPOGRAPH AND LOCOGRAPH 


A T each end of the third rail is placed a gradual incline, so that tne orush 
16 will ride up to the third rail very gradual, thus preventing any unde- 
shable jarring movement of the brush. 

The third rail 10, is secured to a suitable hooding, 8, and is insulated therefrom 
by a suitable insulating material, 9. 

The object of the hood 8 being to prevent ice and snow from accumulating on 
the third rail 10, during the winter months. 


Where it is not desirable to use the hood 8, an ordinary third rail with beveled 
ends as now in use may be employed, though the attachment on the engine or 
train would necessarily have to be arranged accordingly. 

When the train at station 1 has passed the track instrument and caused the 
same to be operated, current will flow from line wire 12 (Fig. 4) through the 
Teletopographs and Relays at each station. 


The flowing of current through the Teletopograph at each station will bring 
[to view the name of station 1 as heretofore set forth. The relays, of course, 
are not operated, but only permit the passage of current there through, so that 
the current may have a clear path in order to properly operate the Teletopo¬ 
graphs. 


From this it will be observed that when the track instrument at station 1 is op¬ 
erated by the first train, all of the Teletopographs at all of the stations are op¬ 
erated, and also the current which operates the same flows through the relays 
,at all of the stations. 


Jn addition, a separate circuit is provided in each relay for locking the same 
This separate circuit causes the operation of a means, which results in a local 
battery, causing the movement of an armature and the locking of the same, so 
(that any further operation of the track instrument will not result in the regis¬ 
tering of a train at any of the stations ahead until the armature or relay has 
been unlocked. 


By the operation of the various parts just mentioned the main line wire circuit 
passing through all of the relays has been changed, and the line subsequently 
divided into two parts or blocks, and consequently it will be observed that the 
main line wire will be divided into as many blocks as there will be trains oper¬ 
ating the sair n 


Page Thirty-six 


















M»Hmi Jrtriojjognqjij - 


/HVEN TED By 
CLINTON A BOP ' 


Side View. 


Figure 6, 


Front View, 







































































































































































































































































































































































































































































































































TELETOPOGRAPH AND LOCOGRAPH 


T HE movement of the various parts of the Teletopograph System relay and 
associated devices as just set forth takes place upon the movement of the 
first train past the first track instrument, with all the Teletopographs and 
Relays in their normal position, and migh be called the first position, or normal 
condition. The second condition of action of the system takes place when the 
first train has passed over the track instrument at station 2. 

When the first train has passed over the track instrument at station 2 the Tele- 
topograph and Relay at station 2 will be operated, and also the Teletopographs 
at stations 3 and 4 (not shown) or if there are more stations ahead, all of the 
Teletopographs on the system will be operated ahead of the train. 

At the same time that these instruments are operated, the operation of the Re- 
day at station 2 will cause the release or unlocking of the Relay at station 1 for 
permitting a second train to operate the Teletopograph at station 2 or all Tele- 
topographs along the track ahead of the same not having their relays held in a 
locked position by the preceding train. 

The unlocking of the relay at station 1 by the train at station 2 completes what 
might be termed a second condition or cycle of movement of the system, so that 
/station 2 will be in its original condition the same as if no train had operated 
the device at that place. 

A second train entering the system will cause a third condition, and any other 
trains following the second will cause duplication of the third condition as long 
as any of the proceeding trains are still operating or influencing the system. 

Assuming that the first train has reached station 3 and operated the device at 
that place, including the locking of the relay, a second train entering the sys¬ 
tem and operating the track instrument at station 1, under these conditions, 
will operate all of the Teletopographs, except the ones ahead of station 3. 

In addition the second train at station 1 will cause the relay at station 3 to op¬ 
erate for storing up in a certain sense a signal or for operating the relay, so as 
to cause the same to switch current on to the Teletopograph at station 4 when 
train 1 has passed the track instrument at station 4. 

In this connection it might be stated that as many staions as desired may be 
used. 


Page Thirty-eight 









Sta.tz.on I. StabtionZT 












































































































































































































































































































































































TELETOPOGRAPH AND HOLOGRAPH 


S soon as a second train has passed over the track instrument at station 1 



current passes through the track instrument, relay and Teletopograph 


^ ^and from thence over the main line wire B to similar devices at station 2 
and from thence over line wire B again to the Teletopograph at station 3 and 
irom thence through a temporary circuit provided in the relay at station 3. 

This temporary circuit is caused by the locking of an armature in the relay at 
itation 3 by the first train. 

The flowing of current in this temporary circuit will energize certain parts 
which in turn will cause a weight to be lifted by means of a suitable strand be¬ 
ing wound around a drum. 

As will be noted the passage of current in this temporary circuit causes these 
operations because the relay at station 3 is locked. 

These operations take place in order that when the relay at station 3 is unlocked 
a further movement of certain parts will result for permitting current to op¬ 
erate the Teletopograph at station 4 and also the Teletopographs at the suc¬ 
ceeding stations, so as to indicate correctly on the succeeding Teletopographs 
the position of the second train. 

These conditions already stated would not take place except when the second 
train registers at station 1 before the first train gets to station 4 (not shown) 
and these functions in this particular case would not be performed except at sta¬ 
tion 3 due to the manner in which tue tapes or name carrying belts of the Tele¬ 
topographs are printed. 

So far the system has been explained in general and the operation thereof for 
indicating three distinct conditions. 

A fourth and last condition will now be described. 

Assuming that the automatic registering device in the relay at station 3 is per¬ 
forming the last function mentioned and just at this moment the second train 
brings into operation a track instrument, as for instance at station 2, the auto¬ 
matic registering mechanism will not be affected by the current flowing over 
line wire B so that the automatic registering mechanism may complete its auto¬ 
matic operation. 

As will be noted the automatic registering mechanism is not at this time in a 
condition to receive current caused to flow by the closing of any of the track in¬ 
struments, as the same might conflict with the current tamed on to the circuit 
by the second train. 

In order that any such results may be avoided another mechanism and circuits 
are employed to receive the impulse or indication as it were to be given out af¬ 
ter the automatic registering mechanism has ceased to operate. 

In this way the closing of the track instruments by a second or third train will 
cause mechanism to be operated which will eventually permit or cause the op¬ 
eration of the Teletopographs as soon as the same are in condition to be operat¬ 
ed, so that the contact of the second or other succeeding trains with the track 
instruments will be preserved and properly registered at the proper time. 


Page Forty 







Fig. 7. Simplified Perspective of the 
Teletopograph and Locograph 

























































































































TELETOPOGRAPH AND LOCOGRAPH 


Man Asleep at His Post 

T HE first thought is that this must add greatly to the difficulty; second 
thoughts suggest that, in the exception may be found the key to the proof 
of the rule. 

One is almost tempted to say that nothing but a magnificently simple explana¬ 
tion is consistent with the majestic nature of the problem; but the simple ex¬ 
planation is still to seek. 

I am far from saying that the evidence is conclusively or even very strongly for 
this view; but it does seem to me that a Teletopograph System has great at¬ 
tractions and advantages. But let us consider what possibility there is of prov¬ 
ing its truth. 

I think we can; within these pages I illustrate and speak of the mechanisms of 
the Teletopograph and Locograph commonly known as signaling devices. 
Telegraph engineers and electricians have done much towards accomplishing 
the successful working of our present railway systems, but still there is much 
scope for improvement, in the way of signaling and indicating arrangements. 

I am quite sure that this unique and yet simple Teletopograph System when 
installed, will fill a long felt want by both the traveling public and railway com¬ 
panies; and in it may be found the key-note of economy, for a most successful 
arrangement of signals. 


Page Forty-two 






From “The Railway Telegrapher” 


































TELETOPOGRAPH AND LOCOGRAPH 


A System of Mechanical Brains 

E LECTRICITY has the same relation to mechanics as thought has to 
the brain. 

Electricity and thought are the two powers which have revolutionized the 
world. 

Within a short space of time, steam made transportation a matter of hours, 
where formerly weeks and months were required, business widened and spread 
throughout the world because space was annihilated. 

Marvelous as was the impulse given to progress by steam, it is not to be com¬ 
pared to the benefits derived by Electrical Inventions. The transmitting of 
messages, as in telegraphy, brought the world together, and the opportunity for 
business was at hand. 

Then came the Telephone, that transmits the voice, and makes thousands of 
miles only a matter of seconds, yet, there was more to come by later inventions. 
The introduction of the Teletopograph and Locograph System will mark the 
completion of railway signal service to a degree of perfection. 

The Teletopograph and Locograph, with their accessories, are highly instruc¬ 
tive to railway companies looking to civic development in the direction of min¬ 
istering to the practical and essential needs of the community. 

The construction and maintenance of our railroads are before the American 
people today as never before in the history of this country. Our people are 
fast realizing the importance of railway signals and their value to the public, 
Besides bemg of important value to the public, they are also a standing adver¬ 
tisement for the railroad in which they are installed, making that railroad a 
desirable one by which to travel. 

A traveler’s impression of a railroad depends largely upon the ease and com- 
fort with which he can go from place to place in the pursuit of business or 
pleasure. 

In conclusion, the results obtained, while not all that could be desired, are such 
as to lead to a large degree of confidence in railway signaling devices. 

In points of safety and reliability of indications the Teletopograph System is 
a long way in advance of other systems. 

Quick train reports and safety are the essential features of the Teletopograph 
System. 

There is nothing for which the increasing prosperity of the United States hrs 
created a greater demand than railway signals; and it will be a happy day for 
travelers when this system, in all its completeness, has been universally adopt 
cd on American Railroads. 


Page Forty-four 









AUTOMATIC RAILWAY SIGNALING SYSTEM 

Financial Advantages of the 
Teletopograph and Locograph 

T HE whole science of signaling is now in the experimental stage, and it is 
foitunate that circumstances or individual inclination has led to great 
\ ariety in the experiments which have been tried, so that no one of them 
has completely solved the problem to which it was applied, each has been the 
means of establishing principles and furnishing precedents to guide future ef¬ 
forts. 

in view of the great advance in its efficiency, the Teletopograph is entitled to 
le considered a most notable improvement in the field of electricity. 

hhe Teletopograph has reached such a stage of perfection that the record of 
improvement is confined entirely to details. 

in addition to consideration of safety, possible saving in salaries to railroad 
companies by its use will be great. 

Hotels and telephone offices or any public place desiring the required informa¬ 
tion are equipped with the Teletopograph which is connected to the main lines 
by means of local circuits, in a similar manner as Western Union Clocks, which 
are operated by the main line relays. 

This adds to the comfort of the public and would necessarily bring a revenue 
to the railroad company. 

This naturally leads to the consideration of the Locograph, and I claim without 
exception—emphatically, that the Locograph as a matter of advertisement to 
the company installing it would possess remarkable results. 

Railroad associations have adopted a committee to consider and recommend a 
standard signal system involving as it does the very safe-guard to the repu¬ 
tation of any railway company tnat attempts to meet the demands of the trav¬ 
eling public for high speed and safe transportation. 

I will content myself with exhibiting one which meets perhaps more of these 
requirements than any other in use. 

We know that electricity accomplishes its circuit within an inappreciable length 
of time, and apparently instantaneously, therefore we can readily understand 
how the Teletopograph System would dispatch a train instantaneously. 

Among the most useful inventions of the latter half of the nineteenth century 
signaling devices hold a prominent place. The Teletopograph will be very prac¬ 
tical and economical as well. It is certainly a radical deviation from the usual 
methods, and I shall be glad to furnish any further and more exact information 
to any one requesting it. 


Page Forty-five 

















AUTOMATIC RAILWAY SIGNALING SYSTEM 


Simultaneous Telephony 
and Telegraphy 


T HE composite application of the telephone to the sister art of telegraphy 
is indeed very interesting. 



The establishment of such 


systems where verbal and tick messages go at 
the same time, without interference to 
each other, has been proven to possess val¬ 
uable features for the use of railroad com- 
panys. 


The installing of composite equipment 
does not require extra lines, as the tele¬ 
graph wires are used without interfering 
with the sending of telegraph messages. 
Perhaps the most valuable features of the 
railroad composite telephone and tele¬ 
graph system is the aid that can be ren¬ 
dered in case of an accident to a train 
while out on the road between stations. 
All trains are equipped with a portable 
telephone set and a rod that connects it 
with the wires. 

The train can then stop at any time and 
call the dispatcher or any office along the 
line. 

In case of accident no time is lost in noti¬ 
fying the proper officials and get the wrecking crew at work. 

The composite telephone and telegraph system also has other advantages in 
as much as stations of minor importance can be supplied with a telephone in¬ 
stead of the telegraph thus eliminating the necessary expense of an operator. 
One of the most important questions before telephone men today is simultane¬ 
ous telephony and telegraphy, and marked advance in the productive efficiency 
of such systems have been brought about by the development of apparatus and 
operating methods which permit the simultaneous transmission of telephone 
and telegraph messages over a single wire. 


Page Forty-seven 






















TELETOPOGRAPH AND LOCOGRAPH 


T HERE has been cases where block guards in the excitement of the mo¬ 
ment, were unable to telegraph rapidly and correctly. 

It has, therefore, in many cases been found practicable and advisable to 
fit e.ery station out with telephones whether composit or not, which are able to 
warrant comprehensible communication without requiring special knowledge 
or prolonged practice. 


The use of the telegraph 
on railroads antedates the 
use of the telephone by 
nearly a quarter of a cen¬ 
tury, and, owing to its 
rapid intro duction dur¬ 
ing this perio d and other 
influences, it has until 
just recent years been 
able to ma nta n first 
place as a means of trans¬ 
mitting the intelligence 
for the operation of trains. 
Telephones in railroading 
duiing the past few years, 
markably marvelous. 


have undergone a development which is indeed re¬ 



in every department of railroad work telephones now play an important part. 
Hiere is not a railway system of any importance in America today that does 
not make use of them to a greater or lesser extent. 

Today a person can talk over a long distance telephone line from Chicago to 
New York while at the same time four telegraph messages are being transmit¬ 
ted over the same wires, and under normal conditions there will not be thd 
slightest annoyance from interference between any of the messages. 

However, the apparatus employed to make this possible, after going through a 
carefully directed process of evolution, are of the Repeating Coil and the Sim¬ 
plex Circuit type, which are so simple in principle that they could be clearly 
explained without the use of mathematics. The day is here when telephone 
and telegraph maintenance men have to deal with the principles concerning 
the transmission of multiple messages. 


Page Forty-eight 















AUTOMATIC RAILWAY SIGNALING SYSTEM 


Principle of Operation 

I I constructing an:l arranging 1 the composite telephone and telegraph sets, 
w Inch may be known as a telegraphone, telegraph instruments of any desired 
kind may be employed, out those of the Morse type are preferable. 

/r nnpe lance cod is inserted between the telearranh sets and the line wire for 
p eventing the comparatively high frequency telephone and ringing currents 
irom entering the telegraph instruments. 

Connected to the same line wire as the telegraph instruments are a plurality of 
telephone instruments and associated devices for killing or suppressing low 
frequency currents or impulses of the telegraph instruments, but using or pen 
mitting the telephone and ringing currents operating the telephone instrr 
ments and the bell or howler. 

In order that the system 
may be more clearly un¬ 
derstood an embodiment 
of the same is shown in 
the accompanying figure 
8, which 1 indicates a line 
wire to which the tele¬ 
graph set A is connected, 
and telephone set B is 
also connected. 

Of course, it will be un¬ 
derstood that a plurality 
of telegraph sets A are se¬ 
cured to line wire 1, and also a plurality of telephone sets B are secured to the 
same wire. 

The telegraph set A is of any desired kind, preferably of the Morse type, and 
is connected to line wire 1 by wire 2. 

An impedance coil 3 is interposed in wire 2 for preventing the high frequency 
currents of the telephone device or sets from entering the telegraph sets. 

The telephone set B is connected with line wire 1 by wire 4 through binding 
post 5, and is also connected with the ground by wire 6 through binding post 7. 

It will of course be evident that instead of using the ground as a return, a me¬ 
tallic return could be provided. 

A wire 8 extends from binding post 5 and is connected to a secondary winding 
or induction coil 9. 



Page Forty-nine 






















TELETOPOGRAPH AND LOCO GRAPH 


I NDUCTION coil 9 in turn has the secondary winding thereof connected 
with wire 13, which extends to member 40 on one side of a ringing socket or 
push button 12. 

Connected to wire 13 between member 40 and induction coil 9 at points 11 and 
14 are branch wires 15 and 16. 

Branches 15 and 16 are provided with an impedance coil 17 and an ohmic re¬ 
sistance 18 respectively, which acts somewhat on the order of the Wheatstone 
bridge. 

The branches 15 and 16, including windings 17 and 18, are connected at their 
ends to induction coil 29, forming windings 24 and 25. 

From this it will be observed that induction coil 29 has compound core, a dou¬ 
ble primary winding 24 and 25 wound parallel to each other, and two secondary 
windings, namely windings 23 and 27, on separate branches of the compound 
core. 

The winding's, 23 and 27, are 
therethrough after passing 
through windings 17 and 
18 will pass in opposite di¬ 
rections so as to neutral¬ 
ize the magnetic effect of 
the current flowing there¬ 
through, and thus not af¬ 
fecting the receiver 30 or 
transmitter, 31. 

The ohmic resistance of 

impedance coil 17 and resistance 18 is the same, and the ohmic resistance of 
windings 23 and 27 is the same, so that telegraphic currents entering into the 
telephonic system will be equally divided between windings 23 and 27, and con¬ 
sequently there will be no influence brought to bear on the telephone receiver 
and transmitter by the telegraphic currents. 

A howler or bell is used and arranged to operate in the usual manner of such 
instruments for signaling preparatory to talking, the specific construction of 
the bell or howler being of the usual kind, but improved means and an improved 
arrangement of circuit is provided for adapting the same to the telephone set. 


wound in the same direction, but current passing 



Wheatstone Bridge circuit closed through battery to illustrate 
operative principles. 


Page Fifty 
























































































TELETOPOGRAPH AND LOCOGRAPH 


I N order that the system may be more clearly understood, the circuit will be 
traced when sending- a telegraph message, and then when sending a telephone 
message. 

Starting with a telegraph battery or source of current 32, current will pass 
through the key 33 in successive impulses as the circuit is made and is again 
broken in the usual manner. 

From key 33 the current passes through the usual telegraph instruments, as for 
instance, sounder 34, and resistance 35. 

A condenser 36 may be connected across the key 33, and the condenser 36 may 

connect wire 2 to 
the ground. After 
current has passed 
through sounder 
34 the same will 
pass through wire 
2 to line wire 1, 
through an imped¬ 
ance coil 3. 

As the telegraph 
current is of low 
frequency the im¬ 
pedance coil 3 Will 
have substantially 
no effect thereon, 
and will permit 
the free passage 
therethrough. 

After reaching 
line wire 1 the cir¬ 
cuit passes along the same to the various telegraph instruments connected to 
line wire 1, and operates the same in the usual manner. 

In passing along line wire 1 some of the current will leak down line 4 to bind¬ 
ing post 5. 

From binding post the current will pass through wire 8 into the secondary 
winding of the induction coil 9. 

From the secondary winding of the induction coil 9 the current will pass 
through wire 13. 

As the current passes through wire 13 the same divides at point 14, and an 
equal amount passes through wires or branches 15 and 16 as the same are of 
the same ohmic resistance. 



Page Fifty-two 




























Composite Telephone, Showing Wiring for Desk Set. 

































































































TELETOPOGRAPH AND LOCOGRAPH 


F ROM branches 15 and 16 the divided current passes eventually through 
windings 23 and 27, but in opposite directions so that the magnetic effect 
thereof will be neutralized, and the local circuit of the receiver 30 will not 

be affected. 

From this it will be observed that the telegraph instruments may operate free¬ 
ly, and without affecting the telephone receiver. 

If it is desired to use the telephone set either while the telegraph set is being 
operated or at another time, the plug 38 is pushed in for moving members 39 
and 40 into contact with members 41 and 42. 

This will cause current to flow from battery 43 through wire 44, member 39, 
member 41, adjusting member 47, make and break member 48, post 49, wire 50, 
and the primary winding of the induction coil 9, and from thence back to bat¬ 
tery 43. 

The make and break will, of course, cause an induced current to be generated 

in the secondary winding 
of the induction coil 9, 
whereby a current is 
passed therefrom through 
wire 8, binding post 5, 
wire 4, and line wire 1. 

f° rn y corresponding to impulses of direct current passing FrOTTl llTIP WITP 1 tVlP P 11 ” 

througn line unthout inductance (a) and forms corresponding to * J? 1UI11 UIlC Wire 1 me CU-- 

impulses passing through impedance coils (6). re nt Will pUSS mtO a telC- 

, . „ . phone set similar to tele¬ 

phone set B for operating the bell thereof or the howler, and from thence to the 
ground. From the ground the current will pass through wire 6, binding post 
7, to condenser 53. 

From condenser 53 a current will pass through wire 54, hook-switch 55, wire 
56, wire 57, member 42, member 40, and wire 13, back to the secondary winding 
of the induction coil 9. 

After the bell or howler has been sounded, telephone receiver 30 is removed 
from the hook-switch 55, which will cut out the bell circuit, and switch in the 
telephone talking circuit. 

The receiver 30 is connected with local circuit through binding posts 58 and 59 
The loca! circuit comprises wire 61 and windings 23 and 27 of the induction 


.C7.L . \ .l 


If the receiver, similar to receiver 30, is removed from the second telephone set 
current will flow from the battery of said telephone set through the same over 
line wire 1, through wire 4, binding post 5, wire 8, the secondary winding of 
induction coil 9, wire 13, branch 16, resistance 18, wire 20, winding 24 point 26 
wire 62, hook-switch 55, wire 54, and condenser 53. ’ 


From condenser 53 a current is passing to binding post 7, wire 6, to the ground 
and through the ground back to the battery. ’ 

As the current passes from point 14, the same will pass through resistance 18 
which is an ordinary resistance, rather than pass through the impedance co'l 
17, so that coils 23 and 27 will energize and influence the local circuit of receiv¬ 
er 30, whereby a sound will be reproduced in the receiver 30. 


Page Fifty-four 

















AUTOMAT [C RAILWAY SIGNALING SYSTEM 


A T the same time current will flow from battery 43, through the primary 
winding of the induction coil, 9, wire 50, post 49, wire 63, transmitter 31, 
wire 64, wire 62, hook-switch 55, wire 65, wire 52, back to battery 43. 

Of course it will be understood that the corresponding telephone sets connected 
to teplehone set B will be influenced by induced current in the secondary wind¬ 
ing of induction coil 9 by battery 43. Battery 43 is designed to act in unison 
with the corresponding battery in the corresponding telephone sets for creat¬ 
ing induced currents in their respective induction coils 9, the induced currents 

being forced in the same direction so as not to oppose each other. 

When the corresponding telephone set, similar to telephone set B, desires to 
communicate with telephone set B, a plug, similar to plug 38, is inserted into 
a socket, similar to socket 12, and surrounding parts, so that a ringing current 
will pass over line wire 1. 

From line wire 1 the current will pass to binding post 5, through howler or bell 
67, wire 19, wire 57, contact 56, hook-switch 55, which of course is in a lowered 
condition, receiver 30 being suspended therefrom, wire 54, and condenser 53. 

From condenser 53 current will pass to binding post 7, and from binding post 
7 through wire 6 to the ground, and from the ground back to its source. 

This circuit is completed, of course, only temporarily and sufficiently long for 
attracting notice. 

The circuit, of course, is opened when the receiver 30 is removed from hook 55. 
The plug 38 of telephone set B and the corresponding telephone sets, are re¬ 
moved immediately after the ringing of the bell or sounding of the howler. 

In illustrating the system only one telephone set B is shown, and one telegraph 
set A is shown, but of course it will be understood that two or more of each set 
must be connected by line wire 1 for signaling each other. 

It also will be observed that both devices may be used at the same time without 
interference, or at different times as desired, so that either may be used abso¬ 
lutely independently of the other and without detrimental effect to either de¬ 
vice. 

In effect the telephone set B would be attached to the ordinary telegraph line 
wires now in use, without the least disturbance to the telegraph instruments, so 
that in establishing new telephone lines no expense is necessary except the ex¬ 
pense of the telephone sets, and the permission to use the telegraph wires. 

This can be done, and yet the click of the telegraph instruments not be heard 
by the telephone users, as impulses of the telegraph system are eliminated. 

If desired a condenser may be used to bridge between the vibrator 48 and ad¬ 
justable member 47 to eliminate sparking. 

This telephone system has been designed to operate in conjunction with my 
Teletopograph System with the same satisfaction as in combination with a tele¬ 
graph system. 


Page Fifty-five 












View Illustrating the Idee of Installing the Teletopograph in Telephone 
Offices and Other Places of Public Utility. 





















AUTOMATIC RAILWAY SIGNALING SYSTEM 


From the Domain of 
Imagination 

I MAGINATION in the lives and thinking of people is a very much needed 
quality of the human race. 

Imagination is the ability which enables us to see things before they are ac¬ 
tually brought about. 

The right k_nd of an imaginating mind sees things so real and of so much pur¬ 
pose that the person domg the imagining can create and bring new things to 
pass which are the real things of this world. 

We must remember that it is this capacity to see far into the future of ideas and 
things which has made it possible for the great commercial industries of the 
country to be built. 

No doubt the heads of these industries had the picture in their minds long be¬ 
fore the industry had fairly started. 

In the rank and file of commercialism, we find the most profound thinkers and 
men of great intelligence and far reaching creative imagination, and in our de¬ 
velopment w e learn to realize the necessity of character-building. 

It is not enough to just simply be expert in the trials of barter slid trade, for 
the greatness of any man is only measured by the shadow of his developed 
character. 

Good ideas starting like the bud of an acorn eventually becomes a forest of 
mighty oaks. 

Ideas are as essential to progress as a hub to a wheel, for they form the center 
around which all things revolve. 

Ideas become great enterprises and the people of all lands realize their useful¬ 
ness. 

Ideas are the motive power which turns the tireless wheels of toil, and consti¬ 
tutes the primal element of the success that lights the torch of progress leading 
on through the centuries. 

Ideas are the keys which unlock the storehouse of possibility forming the pass¬ 
ports to the realm of great achievement. 

They connect the currents of energy with the wheels of history, and break the 
l:m:ts movirg on to the goal that awakens the latent capacity to success and 
better days. 


Page Fifty-seven 













TELETOPOGRAPH AND L O C O G R A P H 


N OW then considering, the two great laws of conservation and maintenance 
—the law of conservation of mass and the law of conservation of energy— 
have familiarized the educated world with the doctrine that in safety 
nothing is lost. 

What question of mere business interest can compare, either in importance or 
extent, with the general and individual interest which every man has in the 
preservation of life? 

We are today at the very threshold of great possibility in furnishing safety for 
the public, and every Government should foster every effort for the success of 
the work in which inventors are so heartily engaged. 

He who has deemed to observe the things about him, and has once enjoyed the 
satisfaction that comes from comprehending and intelligently studying the pro¬ 
cesses of mechanics and science, finds himself irresistibly urged forward still 
further along the path of investigation and continually involved in new prob¬ 
lems, the solution of which is a pleasure because he knows that the very ques¬ 
tion that has been put to inventors has never been answered before. 

Science aims at concise and truthful expressions. He who deals with electricity 
must be endowed with a great imaginative power and new images of Nature are 
made possible by every discovery of the attributes and meaning of the things 
around us. 

The Electrician who neglects advances of natural knowledge becomes conven¬ 
tional in form and substance, concerning himself only with the wonders of child¬ 
hood because he does not understand the higher and grander mysteries which 
science has developed. 

History is concerned with the accumulation and consideration of facts with the 
view of arriving at the correct conclusion from them; and in this respect it must 
be studied by the methods of science, though the human facto' makes the prob¬ 
lems more difficult than when material things only are involved. 

To the majority of mankind the possession of knowledge gives less pleasure 
than its acquisition. 


Page Fifty-eight 




Progress of Invention 


HE progress of civilization is marked by the intro¬ 



duction of appliances by which man may escape the 


necessity for severe toil. 

Gradually the inventive genius of man has brought out 
means for performing labor more easily, and as improve¬ 
ments have come forward, the world has, intellectually 
and morally, correspondingly and rapidly advanced. 

History reveals how, step by step, mankind has im¬ 
proved, and now, with the opening years of the twent.eih 
century, the scientific-minded man is turning his 
thought to Public Service. To the masses that groped 
in ignorance has been given the art of printing. 

To the slow and expensive process by which literature 
was supplied at first has been added the power press, 
multiplying and distributing information so cheaply and 
so rapidly as to give all classes me opportun't of becom¬ 
ing intelligent. Consequently none are so blind as those 
who will not see. 

To the long distant traveler came steam and electric 
power, and distance was forgotten. 

To the absent one from who... intelligence could not be 
received for months came the telegraph and telephone, 
and he conversed w.th the distant friend as though seated 
at his side. 

To the railroad has come various .v.nds o. signals, as 
protection to life and property, while in transportation. 
To the world has come Aviation and Wireless whereby 
man is enable- to fly through the air, and conve.se with 
his fellow man over great ^..stances of space, apparently 
without any intervening connection: and now as the fele- 
topograph hails from the misty domain of imagination 
as a source of rel ef and comfort to the thousands that 
travel, we wonder what the future w.th its myriads of 
inventions, both great ~nd small, will bring forth. 

Th^ inference is that a corresponding advancement will 
continue to be mace and, as .. ne past, so in the future 
will the wor ^ be greatly indebted, in the march of im¬ 
provement. to the Inventor. 








































































_ AUTOMATIC RAILWAY SIGNAL] NG SYSTEM 

From the Domain of 
Imagination 

I MAGINATION in the lives and thinking of people is a very much needed 
quality of the human race. 

Imagination is the ability which enables us to see things before they are ac¬ 
tually brought about. 

Ihe right kind of an imaginating mind sees things so real and of so much pur¬ 
pose that the person domg the imagining can create and bring new tilings to 
pass which are the real things of this world. 

We must remember that it is this capacity to see far into the future of ideas and 
things which has made it possible for the great commercial industries of the 
country to be built. 

No doubt the heads of these industries had the picture in their minds long be¬ 
fore the industry had fairly started. 

In the rank and file of commercialism, we find the most profound thinkers and 
men of great intelligence and far reaching creative imagination, and in our de¬ 
velopment w e learn to realize the necessity of character-building. 

It is not enough to just simply be expert in the trials of barter slid trade, for 
the greatness of any man is only measured by the shadow of his developed 
character. 

Good ideas starting like the bud of an acorn eventually becomes a forest of 
mighty oaks. 

Ideas are as essential to progress as a hub to a wheel, for they form the center 
around which all things revolve. 

Ideas become great enterprises and the people of all lands realize their useful¬ 
ness. 

Ideas are the motive power which turns the tireless wheels of toil, and consti¬ 
tutes the primal element of the success that lights the torch of progress leading 
on through the centuries. 

Ideas are the keys which unlock the storehouse of possibility forming the pass¬ 
ports to the realm of great achievement. 

They connect the currents of energy with the wheels of history, and break the 
I mits moving on to the goal that awakens the latent capacity to success and 
tetter days. 


Page Fifty-s':ven 









TELETOPOGRAPH AND LOCOGRAPH 


N OW then considering’, the two great laws of conservation and maintenance 
—the law of conservation of mass and the law of conservation of energy— 
have familiarized the educated world with the doctrine that in safety 
nothing is lost. 

What question of mere business interest can compare, either in importance or 
extent, with the general and individual interest which every man has in the 
preservation of life? 

We are today at the very threshold of great possibility in furnishing safety for 
the public, and every Government should foster every effort for the success of 
the work in which inventors are so heartily engaged. 

He who has deemed to observe the things about him, and has once enjoyed the 
satisfaction that comes from comprehending and intelligently studying the pro¬ 
cesses of mechanics and science, finds himself irresistibly urged forward still 
further along the path of investigation and continually involved in new prob¬ 
lems, the solution of which is a pleasure because he knows that the very ques¬ 
tion that has been put to inventors has ne>er been answered before. 

Science aims at concise and truthful expressions. He who deals with electricity 
must be endowed with a great imaginative power and new images of Nature are 
made possible by every discovery of the attributes and meaning of the things 
around us. 

The Electrician who neglects advances of natural knowledge becomes conven¬ 
tional in form and substance, concerning himself only with the wonders of child¬ 
hood because he does not understand the higher and grander mysteries which 
science has developed. 

History is concerned with the accumulation and consideration of facts with the 
view of arriving at the correct conclusion from them; and in this respect it must 
be studied by the methods of science, though the human facto ’ makes the prob¬ 
lems more difficult than when material things only are involved. 

To the majority of mankind the possession of knowledge gives less pleasure 
than its acquisition. 


Page Fifty-eight 

















tm 




Progress of Invention 


HE progress of civilization is marked by the intro¬ 
duction of appliances by which man may escape the 
necessity for severe toil. 

Gradually the inventive genius of man has brought out 
means for performing labor more easily, and as improve¬ 
ments have come forward, the world has, intellectually 
and morally, correspondingly and rapidly advanced. 

History reveals ho w, step by step, mankind has im¬ 
proved, and now, with the opening years of the twent.eth 
century, the scientific-minded man is turning his 
thought to Public Service. To the masses that groped 
in ignorance has been given the art of printing. 

To the slow and expensive process by which literature 
was supplied at first has been added the power press, 
multiplying and distributing information so cheaply and 
so rapidly as to give all classes me opportune, of becom¬ 
ing intelligent. Consequently none are so blind as those 
who will not see. 

To the long distant traveler came steam and electric 
power, and distance was forgotten. 

To the absent one from whom intelligence could not be 
received for months came the telegraph and telephone, 
and he conversed with the distant friend as though seated 
at his side. 

To the railroad has come various .v.nds or signals, as 
protection to life and property, while in transportation. 
To the worid has come Aviation and Wireless whereby 
man is enable- to fly through the air, and converse with 
his fellow man over great u.stances of space, apparently 
without any intervening connection: and now as the Tele- 
topograph hails from the misty domain of imagination 
as a source of rel.ef and comiort to the thousands that 
travel, we wonder what the future w th its myriads of 
inventions, both great ~nd small, will bring forth. 

Th* inference is that a corresponding advancement will 
continue to be maoe and, as .ie past, so in the future 
will the wor > be greatly indebtea, in the march of im- 


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tw«ARv or cowontts 



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